The influence of contact modelling on simulated wheel/rail interaction due to wheel flats

Most available wheel/rail interaction models for the prediction of impact forces caused by wheel flats use a Hertzian spring as contact model and do not account for the changes in contact stiffness due to the real three-dimensional wheel flat geometry. In the literature, only little information is available on how this common simplification influences the calculation results. The aim of this paper is to study the influence of contact modelling on simulated impact forces due to wheel flats in order to determine the errors introduced by simplified approaches. For this purpose, the dynamic wheel/rail interaction is investigated with a time-domain model including a three-dimensional (3D) non-Hertzian contact model based on Kalker's variational method. The simulation results are compared with results obtained using a two-dimensional (2D) non-Hertzian contact model consisting of a Winkler bedding of independent springs or alternatively a single non-linear Hertzian contact spring. The relative displacement input to the Hertzian model is either the wheel profile deviation due to the wheel flat or the pre-calculated vertical wheel centre trajectory. Both the 2D model and the Hertzian spring with the wheel centre trajectory as input give rather similar results to the 3D model, the former having the tendency to slightly underestimate the maximum impact force and the latter to slightly overestimate. The Hertzian model with the wheel profile deviation as input can however lead to large errors in the result. Leaving aside this contact model, the correct modelling of the longitudinal geometry of the wheel flat is actually seen to have a larger influence on the maximum impact force than the choice of contact model

Simulation of rail roughness growth on small radius curves using a non-Hertzian and non-steady wheel–rail contact model

A time-domain model for the prediction of long-term growth of rail roughness (corrugation) on small radius curves is presented. Both low-frequency vehicle dynamics due to curving and high-frequency vehicle–track dynamics excited by short-wavelength rail irregularities are accounted for. The influence of non-Hertzian and non-steady effects in the wheel–rail contact model on rail wear is studied. The model features a contact detection method that accounts for wheelset yaw angle as well as surface irregularities and structural flexibilities of wheelset and rail. The development of corrugation on a small radius curve is found to be highly influenced by the wheel–rail friction coefficient. For vehicle speed 25 km/h and friction coefficient 0.3, predictions of long-term roughness growth on the low rail show decreasing magnitudes in the entire studied wavelength interval. For friction coefficient 0.6, roughness growth is found at several wavelengths. The corresponding calculation for the high rail contact of the trailing wheelset indicates no roughness growth independent of friction coefficient. The importance of accounting for the phase between the calculated wear and the present rail irregularity is demonstrated

OpenFLUX: efficient modelling software for 13C-based metabolic flux analysis

Background: The quantitative analysis of metabolic fluxes, i. e., in vivo activities of intracellular enzymes and pathways, provides key information on biological systems in systems biology and metabolic engineering. It is based on a comprehensive approach combining (i) tracer cultivation on C-13 substrates, (ii) C-13 labelling analysis by mass spectrometry and (iii) mathematical modelling for experimental design, data processing, flux calculation and statistics. Whereas the cultivation and the analytical part is fairly advanced, a lack of appropriate modelling software solutions for all modelling aspects in flux studies is limiting the application of metabolic flux analysis

Determining actuator requirements for cyclic varying pitch propeller for ships

In marine applications, a cyclic varying pitch (CVP) propeller is a propeller in which the propeller blade can be cyclic-pitched. This cyclic pitching of the propeller blades is used to adapt to the local flow conditions in the non-uniform wake field that the propeller operates in, behind the ship hull. This has the potential to improve the performance of the propulsion system relative to a propeller which has fixed pitch for each revolution. The potential performance improvements include increasing the propulsion efficiency and reducing the cavitation, pressure pulses, vibrations and noise problems. However, the CVP propeller is not on the market today, and several challenges have to be addressed before the CVP propeller may be realized. One of these challenges is how to design the individual cyclic pitch mechanism for the propeller. However, before the cyclic pitch mechanism can be designed, it is necessary to know the requirements for it, such as the required pitching power and torque. The focus of the current paper is therefore to present a model for the propeller, by which it is possible to determine the loads acting on the CVP propeller blades during the cyclic pitching, and hence the actuator force/torque and power requirements. To illustrate the usefulness of the model, an example is presented, in which the loads on a CVP propeller are determined, together with the requirements for the individual cyclic pitch mechanism. The efficiency results presented are, however, not representative of the efficiency improvement that may be obtained, as neither the propeller nor the pitch trajectory has been optimised. The results do, however, serve to show the benefit and validity of the model

Evolutionary engineering improves tolerance for replacement jet fuels in Saccharomyces cerevisiae

Monoterpenes are liquid hydrocarbons with applications ranging from flavor and fragrance to replacement jet fuel. Their toxicity, however, presents a major challenge for microbial synthesis. Here we evolved limonene-tolerant Saccharomyces cerevisiae strains and sequenced six strains across the 200-generation evolutionary time course. Mutations were found in the tricalbin proteins Tcb2p and Tcb3p. Genomic reconstruction in the parent strain showed that truncation of a single protein (tTcb3p(1-989)), but not its complete deletion, was sufficient to recover the evolved phenotype improving limonene fitness 9-fold. tTcb3p(1-989) increased tolerance toward two other monoterpenes (beta-pinene and myrcene) 11- and 8-fold, respectively, and tolerance toward the biojet fuel blend AMJ-700t (10% cymene, 50% limonene, 40% farnesene) 4-fold. tTcb3p(1-989) is the first example of successful engineering of phase tolerance and creates opportunities for production of the highly toxic C-10 alkenes in yeast

Metabolic model integration of the bibliome, genome, metabolome and reactome of Aspergillus niger

The release of the genome sequences of two strains of Aspergillus niger has allowed systems-level investigations of this important microbial cell factory. To this end, tools for doing data integration of multi-ome data are necessary, and especially interesting in the context of metabolism. On the basis of an A. niger bibliome survey, we present the largest model reconstruction of a metabolic network reported for a fungal species. The reconstructed gapless metabolic network is based on the reportings of 371 articles and comprises 1190 biochemically unique reactions and 871 ORFs. Inclusion of isoenzymes increases the total number of reactions to 2240. A graphical map of the metabolic network is presented. All levels of the reconstruction process were based on manual curation. From the reconstructed metabolic network, a mathematical model was constructed and validated with data on yields, fluxes and transcription. The presented metabolic network and map are useful tools for examining systemwide data in a metabolic context. Results from the validated model show a great potential for expanding the use of A. niger as a high-yield production platform